JP2521708Y2 - Electronic suspension system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Object of the Invention [Industrial Application Field] The present invention relates to an electronically controlled suspension device for preventing a vehicle from rolling.

2. Description of the Related Art Conventionally, there has been known an electronically controlled suspension device in which a ride comfort and steering stability are improved by controlling a damping force of a shock absorber, a spring constant of a gas spring, and the like. For example, in order to prevent the vehicle from rolling, air is supplied to and exhausted from the gas springs of the left and right wheels in accordance with the operation of the steered wheels to control the attitude. When the steered wheels are reversed and returned to the original position, the left and right A device has been proposed in which the gas springs of the wheels are in a conductive state to keep the vehicle horizontal, thereby improving ride comfort and steering stability (Japanese Utility Model Application No. 60-1746).
09). Further, a device has been proposed in which the gas springs of the left and right wheels are in a conductive state in accordance with the reverse steering angular velocity and the vehicle speed characteristics of the steered wheels to improve the stability of the posture during slalom (Japanese Utility Model Laid-Open No. 60-174606).

[Problems to be Solved by the Invention] However, in such a conventional electronically controlled suspension device, although control can be performed for slow steering, there is a problem that a response of posture braking is delayed for quick return of steering. Alternatively, quick control is performed for quick return steering, but control is not performed for slow return steering unless a certain value or less is reached. There has been a problem that optimal control for steering may not be performed.

Accordingly, an object of the present invention is to provide an electronically controlled suspension device that performs optimal attitude control according to a turning state during reverse steering, in order to solve the above-described problems.

Configuration of the Invention [Means for Solving the Problems] In order to achieve the object, the present invention has the following configuration as means for solving the problems. That is, in an electronically controlled suspension device that supplies and exhausts gas to and from a gas spring M2 of a suspension provided corresponding to the wheel M1 of the vehicle by a gas supply / discharge unit M3 to prevent the vehicle from rolling during turning, A steering state detecting means M4 for detecting a state, a lateral acceleration detecting means M5 for detecting an actual lateral acceleration applied to the vehicle, and the steering during a turn based on the steering state detected by the steering state detecting means M4. After determining that the wheel has been returned,
The steering state detected by the steering state detection means M4,
The lateral acceleration that is equal to or less than the comparison value determined from the steering state when the steered wheels are returned, and that is detected by the lateral acceleration detecting means M5 is determined from the lateral acceleration when the steered wheels are returned. And a conduction control means M6 for controlling the gas supply / discharge means M3 to conduct the respective gas springs M2 when the value becomes equal to or less than the comparison value.

[Operation] In the electronic control suspension device having the above configuration, the steering state detecting means M4 detects the steering state of the steered wheels, and the lateral acceleration detecting means M5 detects the actual lateral acceleration applied to the vehicle. Then, after the continuity control unit M6 determines that the steered wheels are returned during turning based on the steering state detected by the steering state detection unit M4, the steering state detected by the steering state detection unit M4 is changed to the steering wheel state. Is less than or equal to the comparison value determined from the steering state when the steering wheel is returned, and the lateral acceleration detected by the lateral acceleration detection means M5 is less than or equal to the comparison value determined from the lateral acceleration when the steering wheel is returned. Then, the gas supply / discharge means M3 is controlled to conduct each gas spring M2. Therefore, during reverse steering, optimal posture control is performed according to the turning state.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 2 is a schematic configuration diagram of an electronic control suspension device according to an embodiment of the present invention, and FIG. 3 is a pneumatic circuit diagram of the electronic control suspension device of the present embodiment. This electronically controlled suspension system includes a front wheel left suspension 1FL and a front wheel right suspension 1
FR, suspension 1RL on the rear left wheel, suspension 1RR on the right rear wheel, this suspension 1FL, 1FR, 1RL, 1
Each RR is provided with a gas spring 2FL, 2FR, 2RL, 2RR and a shock absorber 3FL, 3FR, 3RL, 3RR. As shown in FIG. 3, the gas springs 2FL, 2FR, 2RL, 2RR include main gas chambers 4FL, 4FR, 4RL, 4RR and sub gas chambers 5FL, K5FR, 5RL, 5RR, respectively. , 4FR, 4RL, 4RR are formed by diaphragms 6FL, 6FR, 6RL, 6RR, so it is possible to change the vehicle height by supplying and exhausting air to and from the main gas chambers 4FL, 4FR, 4RL, 4RR. it can. In addition, gas springs 2FL, 2FR, 2RL, 2R
R drives and drives the spring motors 7FL, 7FR, 7RL, 7RR to connect / block the main gas chambers 4FL, 4FR, 4RL, 4RR and the sub gas chambers 5FL, 5FR, 5RL, 5RR, or switch the air flow rate. The spring constant can be changed to each of "low", "medium", and "high" stages. The shock absorbers 3FL, 3FR, 3RL, and 3RR drive the absorber motors 8FL, 8FR, 8RL, and 8RR to change the flow rate through an orifice (not shown) to reduce the damping force.
It can be changed to each of "medium" and "high" stages.

On the other hand, in the air circuit AC, each gas spring 2FL, 2FR, 2RL, 2RR
A compressor 10 driven by a motor 9 is provided as a supply source of compressed air to be supplied to the compressor. The discharge side of the compressor 10 is connected to an air dryer 14 and an exhaust switching valve 16 via a check valve 12 for preventing backflow. Have been. Silica gel is sealed in the air dryer 14,
Removes moisture in compressed air. The air dryer 14 is provided with a supply switching valve 22 and a connection switching valve that can be connected / disconnected via a fixed throttle 18 and a check valve 20 for preventing backflow.
24 are connected to one of them. This supply switching valve 22
The other is connected to a relief valve 25 set at a predetermined pressure, and is connected to a high-pressure reserve tank 28 on the front wheel side via a high-pressure reserve switching valve 26 that can communicate and shut off, and can also communicate and shut off. A high-pressure reserve switching valve 30 is connected to a high-pressure reserve tank 32 on the rear wheel side. These high pressure reserve tanks 28, 32
Pressure sensors 34 and 36 for detecting the air pressure in the high-pressure reserve tanks 28 and 32, and a relief valve 3 set to a predetermined pressure
8,40 respectively.

Further, the other of the supply switching valves 22 includes a main gas chamber 4FL via a leveling valve 42 which can be communicated and shut off, a main gas chamber 4FR via a leveling valve 44, and a main gas chamber 4RL via a leveling valve 46. And a main gas chamber 4RR via a leveling valve 48, respectively. Pressure sensors 50, 52, 54, 56 for detecting air pressure are connected to the main gas chambers 4FL, 4FR, 4RL, 4RR, respectively.

The main gas chamber 4FL on the right side of the front wheel is connected to the main gas chamber 4FL on the right side of the front wheel via a discharge valve 58 that can communicate and shut off.
Each F is connected to a low-pressure reserve tank 62 on the front wheel side via a similar discharge valve 60. Further, the main gas chamber 4RL on the left side of the rear wheel is connected via a discharge valve 64 capable of communication and shutoff, and the main gas chamber 4RR on the right side of the rear wheel is connected via a similar discharge valve 66 to a low pressure reserve tank 68 on the rear wheel side. Are connected to each other. On the other hand, the low-pressure reserve tank 62 on the front wheel side and the low-pressure reserve tank 68 on the rear wheel side are connected to be always able to communicate. Pressure sensors 70 and 72 for detecting the air pressure of the low-pressure reserve tanks 62 and 68 are connected to these low-pressure reserve tanks 62 and 68, respectively.
A relief valve 74 set at a predetermined pressure is connected to the low-pressure reserve tank 62 on the front wheel side.

These low-pressure reserve tanks 62, 68 are connected to the other of the connection switching valves 24, and are connected to the suction side of the compressor 10 via a suction switching valve 76 that can communicate and shut off. A check valve 78 is connected to the suction side of the compressor 10 so that the air can be sucked. Without providing this check valve 78, the air circuit
It is also feasible if the AC is configured as a completely closed circuit and air or another gas, such as nitrogen gas, is introduced into the air circuit AC.

The exhaust switching valve 16, the supply switching valve 22, the connection switching valve 24, the high pressure reserve switching valves 26, 30, the leveling valves 42, 44, 46, 48, and the discharge valves 58, 6
In the present embodiment, the normally closed type is used for the suction switching valve 76.

In the present air circuit AC, the high-pressure reserve tanks 28, 32 and the low-pressure reserve tanks 62, 68 are provided on the front wheel side and the rear wheel side, respectively, but one high-pressure reserve tank and one common high-pressure reserve tank are provided on the front wheel side and the rear wheel side. Low-pressure reserve tank.

Further, as shown in FIG. 2, a distance between the left front wheel and the vehicle body, that is, a vehicle height sensor 80 for detecting the left front vehicle height, a vehicle height sensor 82 for detecting the right front vehicle height, and a left rear vehicle A vehicle height sensor 84 for detecting the height and a vehicle height sensor 86 for detecting the right rear vehicle height are provided. Each of the vehicle height sensors 80, 82, 84, and 86 outputs a signal corresponding to a positive vehicle height difference when the vehicle height is higher than a predetermined reference vehicle height, and outputs a signal corresponding to a negative vehicle height when the vehicle height is lower than the predetermined reference vehicle height. Outputs a signal corresponding to the height difference. On the other hand, a known steering angle sensor 90 for detecting the steering angle of the steered wheels 88, a known acceleration sensor 92 for detecting the lateral and longitudinal acceleration of the vehicle body, and a vehicle speed based on the rotation speed of the output shaft of a transmission (not shown). And a vehicle speed sensor 93 for detecting. Further, a vehicle height high switch 94 and a vehicle height low switch 96 for instructing the vehicle height by manual operation are also provided.

The steering angle sensor 90 constitutes a steering state detecting means, and the acceleration sensor 92 constitutes a lateral acceleration detecting means.

Next, the electric system of this embodiment will be described with reference to the block diagram shown in FIG. Each suspension 1FL, 1FR, 1RL,
1RR is driven and controlled by the electronic control circuit 100 to control the attitude of the vehicle. As shown in FIG. 4, the electronic control circuit 100 includes a well-known CPU 102, a ROM 104, and a RAM 106 at the center of a logical operation circuit, and is an input / output circuit for performing input / output with the outside, here, a motor drive circuit 108, a valve drive Circuit 11
0, a sensor input circuit 112, a level input circuit 114, and the like are mutually connected via a common bus 116.

The CPU 102 includes pressure sensors 34, 36, 50, 52, 54, 56, 70, 72, vehicle height sensors 80, 82, 84, 86, a steering angle sensor 90, and an acceleration sensor 9.
2. The signal from the vehicle speed sensor 93 is input via the sensor input circuit 112, and the signals from the vehicle height high switch 94 and the vehicle height low switch 96 are input via the level input circuit 114. on the other hand,
CP based on these signals, data in ROM 104 and RAM 106
U102 outputs a drive signal for driving the compressor motor 9, the spring motors 7FL, 7FR, 7RL, 7RR and the absorber motors 8FL, 8FR, 8RL, 8RR via the motor drive circuit 108, and controls the valve drive circuit 110. Exhaust switching valve 16, supply switching valve 22, connection switching valve 24, high pressure reserve switching valves 26, 30, leveling valves 42, 44, 46, 48, discharge valves 58, 60, 64, 66, suction switching valve 76 A drive signal is output to each of the suspensions 1FL, 1FR, 1RL, and 1RR.

As shown in FIG. 10, in the ROM 104, a map MAP- corresponding to a graph showing a steering angle difference θPP, which will be described later, on the vertical axis and a vehicle speed V on the horizontal axis is used with the lateral acceleration of the vehicle as a parameter.
a, as shown in FIG. 11, the vertical axis represents the estimated lateral acceleration α, and the vertical axis represents the vehicle height correction amount C. The graph corresponds to a graph in which the vehicle height correction amount C increases as the estimated lateral acceleration α increases. map
MAP-b is stored. In addition, as shown in FIG. 12, the main gas chamber 4FL,
Using the pressures P4FL and P4FR in the 4FR as parameters, the vertical axis represents the discharge change pressure ΔPFH that changes due to the outflow of air in the high-pressure reserve tank 28 on the front wheel side, and the horizontal axis represents the vehicle height correction amount C on the turning outer wheel side. Map MAP-c according to the graph shown, the first
As shown in FIG. 3, the suction change that changes due to the inflow of air in the front-wheel side low-pressure reserve tank 62 using the pressure P4FL and P4FR in the front-wheel-side main gas chambers 4FL and 4FR that changes depending on the conditions of the empty vehicle as a parameter. A map MAP-d corresponding to a graph showing the pressure ΔPFL on the vertical axis and the vehicle height correction amount C on the turning inner wheel on the horizontal axis, and as shown in FIG. 14, the front-wheel high-pressure reserve tank discharge change pressure ΔPFH as a parameter When compressed air is supplied to the main gas chambers 4FL and 4FR on the front wheel side,
High pressure reserve tank pressure PFH according to discharge change pressure ΔPFH
The vertical axis represents the step-down time tcF required to change the pressure, and the front-wheel high-pressure reserve tank pressure PFH / main gas chamber pressure P4FL, P4F
As shown in FIG. 15, a map MAP-e corresponding to a graph showing R on the horizontal axis, and using the front-wheel-side low-pressure reserve tank suction change pressure ΔPFL as a parameter, When the air is discharged to the cylinder 62, the vertical pressure represents the pressure increase time tDF required for the low-pressure reserve tank pressure PFL to change according to the suction change pressure ΔPFL, and the main gas chamber pressure P4FL, P4FR / front wheel Map MAP-f corresponding to a graph showing the low-pressure reserve tank pressure PFL on the horizontal axis,
As shown in FIG. 16, the lateral acceleration Ga is on the vertical axis, and the target displacement is
Map MAP- corresponding to the graph showing the absolute value of Hm on the horizontal axis
g, a map MAP-h corresponding to a flag indicating a valve drive duty ratio to be described later on the vertical axis and a correction amount ΔH on the horizontal axis as shown in FIG. 17 is stored. In the present embodiment, the target displacement amount Hm in the region indicated by hatching in FIG. 16 corresponds to the vehicle height correction amount C in the region indicated by hatching in FIG.

Further, in the ROM 104, a map MAP-i showing the relationship between the discharge change pressure ΔPRH of the high pressure reserve tank 32 on the rear wheel side and the turning outer wheel side vehicle height correction amount C similar to FIG. A map MAP- showing the relationship between the suction change pressure ΔPRL of the low pressure reserve tank 68 on the rear wheel side and the turning inner wheel side vehicle height correction amount C.
j, a map MAP showing the relationship between the pressure reduction time tCR of the rear wheel side high pressure reserve tank 32 and the ratio of the main gas chamber pressures P4RL and P4RR to the rear wheel side high pressure reserve tank pressure PRH as in FIG.
−k, a map MAP showing the relationship between the pressure rise time tDR of the rear wheel side low pressure reserve tank 68 and the ratio of the rear wheel side low pressure reserve tank pressure PRL to the main gas chamber pressures P4RL, P4RR as in FIG.
-1 is also stored.

Next, the processing performed in the electronic control circuit 100 will be described with reference to the flowcharts of FIGS.

When a key switch (not shown) is turned on, the electronic control suspension apparatus executes the suspension control routine shown in FIGS. 5 to 8 together with other control routines. First, initialization of data, flags, etc. (Step 20
0), pressure sensor 34, 36, 50, 52, 54, 56, 70, 72, vehicle height sensor
A process (step 205) of reading signals from the sensors 80, 82, 84, 86, the steering angle sensor 90, the acceleration sensor 92, and the vehicle speed sensor 93 via the sensor input circuit 112 is performed. Next, the vehicle state is calculated based on the signal from each sensor (step
210). For example, the current steering angle θn detected by the steering angle sensor 90 is read at regular intervals, for example, at intervals of 8 msec, and averaged based on the sum of the steering angles θn at regular intervals, for example, at intervals of 256 msec, according to equation (1). Calculate the steering angle n.

Also, the current lateral acceleration Gan detected by the acceleration sensor 92 is read at regular intervals, for example, at every 8 msec,
The average lateral acceleration ▼ n is calculated based on the sum of the lateral accelerations Gan every fixed time, for example, every 64 msec. The average longitudinal acceleration 前後 n is similarly calculated based on the sum of the longitudinal accelerations Gbn for every 32 msen. Furthermore, the current vehicle height Hn detected by each of the vehicle height sensors 80, 82, 84, 86 is read at regular intervals, for example, at intervals of 8 msec, and based on the sum of vehicle heights Hn at regular intervals, for example, at intervals of 32 msec. To calculate the average vehicle height n.

Subsequently, if a rapid control interruption flag described later is not set (step 215), it is determined whether or not a predetermined time t1 of a timer set by execution of processing described later has elapsed (step 216). Has elapsed, and when the damping force of each of the shock absorbers 3FL, 3FR, 3RL, 3RR has not been switched (step 217), the damping force is switched and the damping force is raised by one level (step 218). For example, when the damping force is “low”, the absorber motors 8FL, 8FR, 8RL, and 8RR are driven to switch the damping force to “medium”. When the damping force is “medium”, set the damping force to “high”.
Switch to The damping force is switched (step 218), or it is determined that the predetermined time t1 has not elapsed (step 218).
216) Or, it is determined that the damping force has already been switched (step 217), and the conduction end flag, the follow-up control end flag, and the roll control once end flag, which will be described later, are not set (steps 220 to 230). In a process to be described later, it is determined whether or not the roll control flag is set during roll control (step 23).
Five). The roll control flag is not set, and the current vehicle speed V calculated in step 210 is equal to or higher than a predetermined speed Va, for example, 15 km / h, and the current longitudinal acceleration is
When the absolute value of Gb is smaller than a predetermined acceleration Gba, for example, 0.3 g (g = gravity acceleration, the same applies hereinafter) (step 240),
When the vehicle approaches the corner, the steered wheels 88 are operated, and the absolute value of the difference between the average steering angle n calculated in the process of step 210 and the post-steering steering angle θn becomes the predetermined steering angle θa,
For example, if it is greater than 6 degrees which is an angle as a dead zone (step 245), the steering angle difference θPPo ₀ immediately after that is calculated (step 250).

First, as shown in FIG. 9, the operation angle difference θPPo ₀ is calculated within a predetermined time ta (for example, at 40 ms) immediately after it is determined that the steering operation is performed at step 245 (for example, at 40 ms).
Every 8 ms), the maximum value θMAX and the minimum value θMIN of the steering angle θ detected by the steering angle sensor 90 are obtained. From this maximum value θMAX and minimum value θMIN calculates the steering angle difference θPPo ₀ (step 250). Subsequently, the steering direction, that is, the turning direction of the vehicle, is calculated based on whether the difference between the steering angle θ at the beginning and the end of the predetermined time ta is positive or negative (step 26).
0) Further, the steering angle difference θPPo ₀ calculated by executing the process of step 250 from the graph of FIG. 10 showing the relationship between the predetermined steering angle difference θPP and the vehicle speed V using the lateral acceleration generated after the steering as a parameter. Then, the estimated lateral acceleration α is calculated from the current vehicle speed V (step 265).

If the calculated estimated lateral acceleration α is equal to or greater than a predetermined lateral acceleration α0 at which rolling occurs, for example, 0.25 g (step 270), a vehicle height correction amount C of the vehicle height H is calculated (step 275). This vehicle height correction amount C is calculated based on the estimated lateral acceleration α calculated by the processing in step 265, based on the graph shown in FIG. This vehicle height correction amount C is
The turning outer wheel side corresponds to the vehicle height rising amount, and the turning inner wheel side corresponds to the vehicle height lowering amount.

Next, based on the calculated vehicle height correction amount C, the discharge change pressures ΔPFH, ΔPRH and the low pressure reserve of the high pressure reserve tanks 28, 32 for supplying and discharging air to and from the main gas chambers 4FL, 4FR, 4RL, 4RR. The suction change pressures ΔPFL, ΔPRL of the tanks 62, 68 are calculated (step 280). First, based on FIG. 12 (map MAP-C), the gas spring internal pressure on the turning outer wheel side as a parameter, for example, the main value on the left front wheel side on the turning outer wheel side when the steering wheel 88 is operated to the right. Based on the pressure P2FL in the gas chamber 4FL and the vehicle height correction amount C, the discharge change pressure ΔPFH of the front wheel side high pressure reserve tank 28 that changes by supplying air corresponding to the vehicle height correction amount C is calculated. The release change pressure ΔPRH of the rear-wheel high-pressure reserve tank 32 is calculated in the same manner using the map MAP-i. Fig. 13 (Map MAP-
According to d), the main gas chamber pressure on the turning outer wheel side as a parameter, for example, the pressure P4FR and the vehicle height in the right front main gas chamber 4FR on the turning inner wheel side when the steered wheels 88 are operated to the right. The front-wheel-side low-pressure reserve tank 62 that changes by inhaling air corresponding to the vehicle height correction amount C with the correction amount C
The suction change pressure ΔPFL is calculated. Map MAP-j also shows the suction change pressure ΔPRL of the rear wheel side low pressure reserve tank 68.
(Step 280).

Next, based on the calculated discharge change pressures ΔPFH, ΔPRH and suction change pressures ΔPFL, ΔPRL, the high-pressure reserve tanks 28, 32 or the low-pressure reserve tanks 62, 68 and each main gas chamber
The valve drive time T for communicating with 4FL, 4FR, 4RL, and 4RR is calculated (step 285). This is based on FIG. 14 (map MAP-e) for the front wheel side of the turning outer wheel, and is based on the discharge change pressure ΔPFH and the high pressure reserve tank pressure PFH / main gas chamber pressures P4FL and P4FR as parameters. Calculate the step-down time tCF of 28. Next, the valve driving time TCF is calculated by the following equation (2) taking into account the pipe resistance coefficient, the valve coefficient and the like based on the step-down time tCF.

TCF = A × tCF min B (2) For the front wheel side of the turning inner wheel, see Fig. 15 (Map MAP-
f), the suction change pressure ΔPFL as a parameter
And main gas chamber pressure P4FL, P4FR / low pressure reserve tank pressure
The pressure rising time tDF of the front wheel side low pressure reserve tank 62 is calculated by the PFL. Next, the valve driving time TDF is calculated by the following equation (3) taking into account the pipe resistance coefficient, the valve coefficient, and the like based on the pressure-up time tD.

TDF = C × tDF + D (3) Incidentally, the valve drive time TCR is similarly calculated for the rear wheel side of the turning outer wheel using the map MAP−k and the equation (2), and the map MAP− is also calculated for the rear wheel side of the turning inner wheel. Similarly, the valve drive time TDR is calculated from l and equation (3).

When the respective valve drive times TCF, TCR, TDF, TDR are calculated, a predetermined time t1, which is used to execute the processing of step 216 described above,
For example, a timer of about 60 msec is set (step 286). Next, the roll control flag indicating that the roll control is being performed is set (step 290), and the high-pressure reserve switching valves 26 and 30, the leveling valve 42 and the high-pressure reserve switching valves 26 and 30 are set according to the respective valve drive times TCF, TCR, TDF and TDR. 44, 46, 48 and the discharge valves 58, 60, 64, 66 are respectively driven (step 29
Five). For example, at the time of rightward turning, the high-pressure reserve switching valve 26 and the leveling valve 42 are set according to the valve driving time TCF of the turning outer front wheel, and the high-pressure reserve switching valve is set according to the valve driving time TCR of the turning outer wheel rear wheel. 30, the leveling valve 46, turning the inner wheel front wheel side valve drive time
The discharge valve 60 is set according to the TDF, and the discharge valve 6 is set according to the valve drive time TDR of the turning inner wheel rear wheel.
6 are simultaneously driven.

Therefore, as shown in FIG. 9, the vehicle height H changes as shown by the solid line, the steering wheel 88 is operated, and the lateral acceleration Ga is slightly delayed.
And the vehicle height H starts to change a little later. By executing the process of step 295, when a drive signal is output to the valve, the valve starts driving after a delay time tta, for example, about 30 ms, and the high pressure reserve tank 28, Compressed air is rapidly supplied from 32 and air is rapidly discharged from the main gas chambers 4FR, 4RR on the turning inner wheel side to the low-pressure reserve tanks 62, 68. Therefore, after a slight delay time ttb, for example, about 30 ms later, the influence on the vehicle height H due to the supply and exhaust of air appears. The ninth
In the figure, the change of the vehicle height H when the air supply / discharge is not performed is indicated by a two-dot chain line. In the present embodiment, the step
The predetermined time t1 set by executing the process of 286 is set equal to the sum of the delay times tta and ttb (t1 = tta + ttb).

After executing the processing of step 295, the control routine is repeatedly executed after executing the processing described later, and a drive signal is transmitted to each of the absorber motors 8FL, 8FR, 8RL, 8RR by executing the processing of steps 216 to 218 described above. The damping force of the shock absorbers 3FL, 3FR, 3RL, 3RR is increased by one level. Therefore, as shown in FIG.
The drive signal is output to 8FL, 8FR, 8RL, and 8RR, and the damping force switches after a certain delay time ttc, for example, 45 ms.

On the other hand, in the process of step 215, when it is determined that the rapid control flag described later is set, or in the process of step 240, the vehicle speed V is smaller than the predetermined speed Va, or the absolute value of the longitudinal acceleration Gb is set to the predetermined acceleration.
When it is determined that the steering angle θ is equal to or greater than Gba, or in the process of step 245, it is determined that the steering angle θn is small, or in the process of step 270, it is determined that the estimated lateral acceleration α is smaller than the predetermined lateral acceleration α0. Target vehicle height control (step 310) is performed. In this target vehicle height control, the absolute value of the difference between the vehicle height H of each wheel detected by each vehicle height sensor 80, 82, 84, 86 and the target vehicle height Hn during normal straight running is a predetermined value ΔH, for example, When the vehicle height is larger than the minimum controllable value, the compressor 10 and each valve are driven to set the vehicle height H of each wheel to the target vehicle height Hn. For example, a wheel lower than the target vehicle height Hn drives the compressor 10 and also drives the supply switching valve 22 and one of the leveling valves 42, 44, 46, and 48 corresponding to the wheel having the low vehicle height H, and the vehicle height is reduced. The compressed air is supplied to one of the main gas chambers 4FL, 4FR, 4RL, and 4RR corresponding to the wheel having a low H. The amount of compressed air supplied at this time is an amount according to the capacity of the compressor 10, the flow path resistance, and the like, and the vehicle height H gradually reaches the target vehicle height Hn. When the target vehicle height Hn is reached, the driving of the compressor 10 and the valves 22, 42, 44, 46, 48 is stopped.

The wheels higher than the target vehicle height Hn are, for example, the exhaust switching valve 16, the connection switching valve 24, and any of the discharge valves 58, 60, 64 corresponding to the wheels having a higher vehicle height H without driving the compressor 10. , 66 to discharge the air in one of the main gas chambers 4FL, 4FR, 4RL, 4RR corresponding to the wheel having a high vehicle height H to the atmosphere. The discharge amount at this time is an amount corresponding to the throttle 18 and the flow path resistance, and the vehicle height H is gradually reduced to the target vehicle height.
Reach Hn. When the target vehicle height Hn is reached, each valve 16, 24, 58, 60,
Stop driving of 64 and 66.

On the other hand, if the roll control flag is set by the processing of step 290, it is determined that the roll control flag is set in the execution of the processing of step 235, and each valve driving time by the execution of the processing of step 295 is determined. T
This control routine is repeatedly executed until driving of each valve according to CF, TCR, TDF, TDR is completed (step 315). When the driving of each valve is completed (step 315), the roll control flag is cleared (step 335), and the roll control once end flag is set (step 340).

When the roll control once end flag is set, or when the control routine is repeatedly executed and it is determined in step 230 that the roll control once end flag is set (step 230), the overtaking control flag described later is set. It is determined whether or not it has been performed (step 345).
If the tracking control flag is not set, the steering angle difference θPP
Calculate n (step 350). This steering angle difference θPPn is
The steering angle difference θPP ₀ calculated by executing the process of step 250
It is calculated in the same procedure as in. That is, as shown in FIG. 9, the steering angle difference ShitaPP ₀ calculated within the predetermined time ta immediately, the maximum value θMAX and minimum θMIN among the steering angle θ detected by the steering angle sensor 90 at every predetermined time tb Of the first steering angle θ
It is calculated as PP1, and the n-th steering angle difference θPPn is calculated every predetermined time ta (step 350).

Next, when the steering angle difference θPPn is larger than the value obtained by adding the predetermined value k to the initial steering angle difference θPP1 (step 355), it is determined that the steered wheels 88 have been further operated during turning and so-called overtaking has been performed. As in the process of step 265, the first
According to FIG. 0, an estimated lateral acceleration αn is calculated from the steering angle difference θPPn and the vehicle speed V at this time (step 360). Subsequently, similarly to the processing of step 275, the vehicle height correction amount Cn at the time of overtaking is determined based on the estimated lateral acceleration α from FIG.
Is calculated (step 365). If the vehicle height correction amount Cn at the time of overtaking is equal to or greater than a value obtained by adding a predetermined value Ca, for example, 13 mm, to the vehicle height correction amount C calculated at step 275 (step 370), the vehicle height correction amount at overtaking is Step 250 from Cn
Then, the vehicle height correction amount C already corrected through the execution of the processing of steps 295 to 295 is subtracted to enter an additional correction amount ΔC (see FIG. 9) (step 375). Next, based on the additional correction amount ΔC, the discharge change pressures ΔPHF, ΔPRH of the high-pressure reserve tanks 28, 32 for supplying and discharging air to and from the main gas chambers 4FL, 4FR, 4RL, 4RR.
And the suction change pressure ΔPFL, ΔP of the low-pressure reserve tanks 62, 68
RL is calculated (step 380). This is because, similarly to the process of step 280, the discharge change pressure ΔPFH and the suction change pressure ΔPFL are calculated for the front wheel by FIGS. 12 and 13, and the discharge change pressure ΔPRH and the suction change pressure are similarly calculated for the rear wheel. Calculate the pressure ΔPRL.

Subsequently, similarly to the processing of step 285, the discharge change pressure ΔPFH, ΔPRH and the suction change pressure ΔPFL, for the front wheel side, similarly for the rear wheel side, based on FIG. 14 and FIG.
Based on the ΔPRL, a step-down time tCF, tCR and a step-up time tDF, tDR for each wheel are calculated. Next, the valve down times tCF, tCR and the pressure up times tDF, tDR are substituted into the above equations (2) and (3) to calculate each valve drive time TCF, TCR, TDF, TDR. Each valve driving time TCF, TCR, TDF, TDR is multiplied by a predetermined coefficient K2 of 1 or less, and the follow-up valve driving time TC for each wheel is calculated.
F ₀ , TCR ₀ , TDF ₀ , and TDR ₀ are calculated (step 385).

After calculating the add switching valve drive time _{TCF 0, TCR 0, TDF 0} , TDR 0, sets the add switching control flag (step 390), then similarly to the predetermined step 295, additionally switching valve drive time TCF
₀ , TCR ₀ , TDF ₀ , TDR ₀ , the high-pressure reserve switching valves 26, 30, the leveling valves 42, 44, 46, 48 and the discharge valves 58, 60, 64, 66 are respectively driven (step 40).
0). That is, when turning right, the main gas chamber 4 on the turning outer wheel side
Compressed air is rapidly supplied from the high-pressure reserve tanks 28 and 32 to the FL and 4RL, and air is rapidly discharged from the main gas chambers 4FR and 4RR on the turning inner wheel side to the low-pressure reserve tanks 62 and 68. When the valve is driven, this control routine is overtaken. Valve drive time TC
It repeatedly executes until F ₀ , TCR ₀ , TDF ₀ , and TDR ₀ have elapsed (step 405). When the time has elapsed, it is determined that the overtaking control has ended and the overtaking control flag is cleared (step 41).
0) Then, assuming that the overtaking control has been completed, the overtaking control end flag is set (step 415).

Next, the overtaking control end flag is set, or the control routine is repeatedly executed, and it is determined that the overtaking control end flag is set in the process of step 225, and the processes of steps 230 to 415 are executed. Or the steering angle difference θPPn is determined to be equal to or less than the value obtained by adding the predetermined value K to the initial steering angle difference θPP1 in the process of step 355, and without performing the overtaking control, the roll height feedback flag described later is set. It is determined whether or not it has been performed. (Step 420).

If the roll height feedback flag is not set, the current average lateral acceleration 加速度 n + 1 detected by the acceleration sensor 92 is the acceleration difference Δ し た obtained by subtracting the average lateral acceleration ▼ n detected earlier. ▼ n
Is calculated.

Next, the current acceleration difference Δ ▲ n and the previously calculated acceleration difference Δ−１n-1 (= ▲ n- ▲)
▼ n-1) is greater than zero (step
430), and after the valve drive time TCF, TCR, TDF, TDR of the valve drive executed in the process of step 295 has elapsed, and further until the predetermined time t2 has elapsed (step 435),
Alternatively, after the valve driving times TCF ₀ , TCR ₀ , TDF ₀ , TDR _{0 of} the overrunning valve driving executed in the processing of step 400 have elapsed, until the predetermined time t3 further elapses (step 43).
5) Repeat this control routine. Step 430
If it is determined that the value is zero or more in the processing of step (b), it is determined that the vehicle has passed the inflection point E1 or E2 of the lateral acceleration Ga as shown in FIG. The predetermined time t2 or t in the process of 435
If it is determined that 3 has elapsed, the target displacement Hm is calculated (step 440). The target displacement Hm is calculated based on the current lateral acceleration Ga detected by the acceleration sensor 92 in FIG. The target displacement Hm is a negative value on the turning outer wheel side and a positive value on the turning inner wheel side.

Next, a correction amount ΔH for each wheel is calculated by subtracting the current average vehicle height for each wheel detected by the vehicle height sensors 80, 82, 84, 86 from the target displacement Hm (step 450). Subsequently, the absolute value of the correction amount [Delta] H is, (step 450) when a predetermined value [Delta] H ₀ or more, for example 5mm or more, the wheel is positive correction amount [Delta] H was determined mainly gas chamber for the wheel 4F
In order to drive the high pressure reserve switching valves 26, 30 and the leveling valves 42, 44, 46, 48 to L, 4FR, 4RL, 4RR to supply compressed air from the high pressure reserve tanks 28, 32, according to FIG. The valve drive duty ratio D for driving the valve once within a predetermined time according to the correction amount ΔH is calculated. The wheels for which the obtained correction amount ΔH is negative are discharged from the main gas chambers 4FL, 4FR, 4RL, 4RR corresponding to the wheels to the discharge valves 58,
In order to drive 60, 64, 66 to discharge air to the low-pressure reserve tanks 62, 68, a valve drive duty ratio D corresponding to the correction amount ΔH is calculated according to FIG. 17 (step 45).
Five). Subsequently, the roll height vehicle height feedback flag is set (step 460), and each of the above-described valves is driven according to the duty ratio D (step 46).
Five). The processing of steps 445 to 465 is performed by correcting the correction amount ΔH
Is repeatedly executed until the absolute value of is smaller than the predetermined amount ΔH ₀ , and the average vehicle height approaches the target displacement amount Hm.

In the process of step 450, the absolute value of the vehicle height feedback control at the time when it is determined that the predetermined value [Delta] H ₀ is less than a roll of the correction amount [Delta] H is completed, clearing the roll when the vehicle height feedback control flag (step 470). next,
If the later-described conduction control flag is not set (step 475), an average steering angle difference Δn is calculated by subtracting the previous average steering angle n from the current average steering angle n + 1 (step 480). Subsequently, the current average steering angle difference Δ
n and the average steering angle difference Δn−1 (=
If (n−n−1) is less than or equal to zero (step 485), the steered wheel 88 is returned during turning and has passed the inflection point E3 shown in FIG. It is determined that a decrease has been detected. Further, when the absolute value of the current average steering angle n after passing through the inflection point E3 becomes a predetermined ratio r1, for example, 70% or less of the absolute value of the average steering angle E3 at the inflection point E3 (step 490); When the current absolute value of the average lateral acceleration n becomes a predetermined ratio r2 of the absolute value of the average lateral acceleration E3 at the inflection point E3, for example, 85% or less (step 495).
That is, when the turning state becomes equal to or less than the comparison value before the inflection point E3, the conduction control flag is set (step 500).
Next, the damping force of the shock absorbers 3FL, 3FR, 3RL, 3RR whose damping force has been raised by one level by the processing of step 218 is restored (step 501). Subsequently, a predetermined time t4 timer, for example, a 150 ms timer is set (step 505), and the leveling valves 42, 44, 46, 48 are driven to drive the left and right main gas chambers 4FL, 4F.
R, 4RL and 4RR are turned on (step 510).

When the leveling valves 42, 44, 46, and 48 are driven, the control routine is repeatedly executed, and in the process of step 475, when it is determined that the conduction control flag is set,
When the absolute value of the current average steering angle n after passing through the inflection point E3 becomes a predetermined ratio r3 of the absolute value of the average steering angle E3 at the inflection point E3, for example, 20% or less (step 515) and the current average When the absolute value of the lateral acceleration n becomes a predetermined ratio r4 of the absolute value of the average lateral acceleration E3 at the inflection point E3, for example, 20% or less (step 520), the left and right main gas chambers 4
Assuming that the FL, 4FR, 4RL, and 4RR conduction control has been completed, the conduction control flag is cleared (step 525).

If the current absolute value of the average steering angle n is larger than a predetermined ratio r3 of the absolute value of the average steering angle E3 at the inflection point E3 (step 515), or the absolute value of the current average lateral acceleration n is Average lateral acceleration at inflection point E3
If the absolute value of GE3 is larger than the predetermined ratio r4 (Step 5
20), the leveling valves 42, 44, 46, and 48 are driven until the timer set time t4 set in the processing of Step 505 elapses (Step 530), and the conduction control flag is cleared when the set time t4 elapses (Step 530). 525). Subsequently, the drive of the leveling valves 42, 44, 46, and 48 is stopped to stop conduction (step 526), and the conduction control end flag is set assuming that the conduction control has been completed (step 530).

Next, when a straight-ahead vehicle height feedback flag described later is not set (step 535), if the current absolute value of the average steering angle n is less than or equal to a predetermined angle θb, for example, 20 degrees (step 540), The steering angle difference θPPn is calculated in the same manner as in the processing of Step 350 (Step 545). continue,
The absolute value of the steering angle difference θPPn becomes the absolute value of the average steering angle n after passing the inflection point E3 in the processing of step 490.
When it is determined that the absolute value of the absolute value of the steering angle θE3 at E3 has become equal to or less than the predetermined ratio r1, that is, the absolute value of the steering angle difference θPPE4 at the point E4 shown in FIG. 546), when the current absolute value of the average lateral acceleration becomes a predetermined ratio r6 of the absolute value of the average lateral acceleration E3 at the inflection point E3, for example, 50% or less (step 55)
0), when the absolute value of the average vehicle height is equal to or greater than the predetermined value ΔH ₀ (step 560), the valve drive duty ratio D is calculated (step 570). The wheels whose average vehicle height is positive have high-pressure reserve switching valves 26, 30 and leveling valves 42, 44, 46, 4 in the main gas chambers 4FL, 4FR, 4RL, 4RR corresponding to the wheels.
In order to supply compressed air from the high-pressure reserve tanks 28 and 32 by driving the motor 8, the average vehicle height (= correction amount Δ
The valve drive duty ratio D according to H) is calculated.
The wheels having a negative average vehicle height are connected to the discharge valve 5 from the main gas chambers 4FL, 4FR, 4RL, and 4RR corresponding to the wheels.
8,60,64,66 to drive air to low-pressure reserve tanks 62,68
The valve drive duty ratio D according to the average vehicle height (= correction amount ΔH) is calculated according to FIG. 17 (step 570). Subsequently, the vehicle height feedback flag at the time of going straight is set (step 575), and the valve is driven according to the duty ratio D (step 580).

On the other hand, in the process of step 546, the absolute value of the current steering angle difference θPPn is equal to the predetermined ratio r5 of the absolute value of the steering angle difference θPPE4.
When it is determined that the vehicle is in a slalom state, it is determined that the vehicle is in a slalom state, and valve drive control during straight traveling (step 55)
0 to 580) or by performing valve drive control, and repeatedly executing this control routine. In the process of step 560, when it is determined that the absolute value of the average vehicle height is smaller than the predetermined value ΔH ₀ , When it is determined that the vehicle has become substantially horizontal, it is determined that the roll control has been completed, and all flags under roll control are cleared. (Step 59
0).

Next, the above control is performed, and the high-pressure reserve tanks 28, 3
The compressed air in 2 is consumed, and the pressure PFH in the high-pressure reserve tank 28 detected by the pressure sensor 34 or the pressure PRH in the high-pressure reserve tank 32 detected by the pressure sensor 36 performs the rapid attitude control. When the pressure falls below a predetermined high-pressure relay pressure Pa, for example, 9.5 atm (absolute pressure) (step 600), a rapid control relay flag is set (step 600). Subsequently, the compressor 10 is driven by the compressor motor 9, and at the same time, the supply switching valve 22, one of the leveling valves 42, 44, 46, 48, the suction switching valve 76, and the like are driven (step 610). When the air in the tanks 62, 68 or the pressure in the low-pressure reserve tanks 62, 68 is lower than the atmospheric pressure, the atmosphere is compressed through the check valve 78 and any one of the main gas chambers 4F
Supply to L, 4FR, 4RL, 4RR.

On the other hand, in step 600, when the pressure is equal to or higher than the high-pressure relay pressure Pa (when the rapid control relay flag is not set (step 615), the pressure PFL in the low-pressure reserve tank 62 detected by the pressure sensor 70 or the pressure sensor 72).
PRL in the low-pressure reserve tank 68 detected by
However, when the pressure exceeds a predetermined low-pressure relay pressure Pb at which the rapid attitude control cannot be performed, for example, 6 atm (absolute pressure) (Step 620), the processes of Steps 605 and 610 are executed.

On the other hand, if the rapid control relay flag is set (step 615), that is, if the compressor 10 or the like is driven, the pressure PFH in the high-pressure reserve tank 28 and the pressure PRH in the high-pressure reserve tank 32 become rapid attitude control. The compressor 10 and the like are driven until a predetermined pressure Pc larger than the high-pressure relay pressure Pa, for example, 11 atm (absolute pressure) or more necessary to execute the process with a margin (step 625) (step 61)
0) When the pressure exceeds the predetermined pressure Pc (step 625), the processing of step 620 is executed.

In step 620, it is determined that the pressure is equal to or lower than the low-pressure relay pressure Pb, and the rapid control relay flag is set (step 630), so that the pressure PFL in the low-pressure reserve tank 62 and the pressure PRL in the low-pressure reserve tank 68 are rapidly increased. When the pressure exceeds a predetermined pressure Pd, for example, 5 atm (absolute pressure), which is smaller than the low-pressure relay pressure Pb necessary for executing the control with a margin (step 635), the processing of steps 605 and 610 is executed. When the pressure falls below the predetermined pressure Pd (Step 635), the processing of Steps 605, 610 and the like is executed, and the high pressure reserve tank 2
Clear both the rapid control relay flag assuming that both pressures in the pressure tanks 8 and 32 are equal to or higher than the predetermined pressure Pc, and that both pressures in the low pressure reserve tanks 62 and 68 are equal to or lower than the predetermined pressure Pd and that the rapid attitude control can be performed. (Step 640), driving of the compressor 10 by the compressor motor 9, supply switching valve 22,
Driving of the leveling valves 42, 44, 46, 48, the suction switching valve 76, and the like is stopped (step 645). If it is determined in step 630 that the rapid control relay flag has not been set, the processing of steps 640 and 645 is executed. When the processing of step 610 or 645 is executed, the process once goes to “NEXT”.

Note that the processing of steps 480 to 510 functions as conduction control means.

As described above, the electronic control suspension device of the present embodiment determines that the steered wheel 88 is returned during turning and has passed the inflection point E3 based on the average steering angle difference Δn. When the absolute value of the absolute value of the average steering angle E3 at the inflection point E3 is less than or equal to the predetermined ratio r2 (step 490), and During a predetermined period, the leveling valves 42, 44, 46, 48 are driven to drive the left and right main gas chambers 4FL, 4FR, 4RL, 4
RR is turned on (steps 505 to 530).

Therefore, according to the electronic control suspension device of the present embodiment, at the time of cornering, the vehicle attitude is quickly returned to a horizontal state even for slow return steering or quick return steering according to the turning state at the inflection point E3, and always. The optimum running posture can be maintained, and the riding comfort and steering stability can be greatly improved. On a winding road, roll control is frequently performed, but by conducting the left and right main gas chambers 4FL, 4FR, 4RL, and 4RR, the capacity of the high-pressure reserve tanks 28, 32 and the low-pressure reserve tanks 62, 68 is increased. In addition, the capacity of the compressor 10 can be reduced.

Further, by conducting the current based on the lateral acceleration Ga, it is possible to cope with the counter steer.

Next, an air circuit AC2 of another embodiment different from the air circuit AC of FIG. 3 will be described with reference to FIG. In this air circuit AC2, the same components as those of the air circuit AC described above are denoted by the same reference numerals, and description thereof is omitted.

In the air circuit AC2, the high-pressure reserve tank 28a and the low-pressure reserve tank 62a on the front wheel side, and the high-pressure reserve tank 32a and the low-pressure reserve tank 68a on the rear wheel side are integrally formed. One of the high-pressure reserve switching valve 26 connected to the high-pressure reserve tank 28a on the front wheel side and the high-pressure reserve switching valve 30 connected to the high-pressure reserve tank 32a on the rear wheel side are connected to each other by a communication switching valve 501 capable of communicating and shutting off. Connected through. Therefore, even if the two high-pressure reserve switching valves 26 and 30 are simultaneously driven, the two high-pressure reserve tanks 28a and 32a do not communicate with each other unless the communication switching valve 501 is driven.

Further, the low-pressure reserve tank 62a on the front wheel side is connected to one of a low-pressure reserve switching valve 502 that can communicate and shut off, and the other of the low-pressure reserve switching valve 502 is a suction switching valve 76 and both discharge valves 58 and 58 on the value wheel side. Communication switching valve 504 that can be connected and disconnected while being connected to 60
Connected to one of the The other of the communication switching valve 504 is a low-pressure reserve switching valve 506 that can be connected and disconnected.
Connected to the low-pressure reserve tank 68a via
It is connected to both discharge valves 64, 66 on the rear wheel side. The low-pressure reserve tank 68a is connected to a relief valve 508 set to a predetermined pressure. Therefore, the low-pressure reserve tanks 62a, 68a are connected to the low-pressure reserve switching valves 502, 5,
Even when the low pressure reserve switching valves 502 and 506 are driven by the shutoff from other valves and the like by the 06, the low pressure reserve tanks 62a and 68a do not communicate with each other unless the communication switching valve 504 is driven.

The air circuit AC2 connects the main gas chambers 4FL, 4FR to the low-pressure reserve tank 62a by driving the front-wheel low-pressure reserve switching valve 502 and the discharge valves 58, 60. Switching valve for body low pressure reserve on the rear wheel side
By driving the 560 and the discharge valves 64 and 66, the main gas chambers 4RL and 4RR can communicate with the low-pressure reserve tank 68a.

Thus, the air circuit AC2 is connected to both high-pressure reserve tanks 2
8a, 32a and both low-pressure reserve tanks 62a, 68a, each having a high-pressure reserve switching valve 26, 30, a low-pressure reserve tank switching valve 502, 506, and a communication switching valve 501, 504, and each of the reserve tanks 28a, 32a, 62a, 68a has a pressure. Can be controlled.

Although the embodiment of the present invention has been described above, the present invention is not limited to such an embodiment, and it goes without saying that the present invention can be implemented in various modes without departing from the gist of the present invention.

Effect of the Invention As described in detail above, according to the electronic control suspension device of the present invention, not only the steering state, but also the gas spring is conducted after judging that the actual lateral acceleration is heading in the convergence direction, For example, while turning a right curve,
At the time of counter steering in which the rear wheel slides outward (left) and the steered wheels are steered to the left to prevent side slip, the posture control for preventing the roll is performed accurately without conducting the gas spring. Moreover, when the attitude control is performed by the actual lateral acceleration, the lateral acceleration actually acting on the vehicle acts with a delay time from the time when the steered wheels are operated, so that control delay may occur. By performing the determination based on the comparison value determined from the steering state when the steered wheels are returned and the comparison value determined from the lateral acceleration when the steered wheels are returned, it is possible to perform early attitude control, and Control delay due to the use of acceleration can be avoided. Therefore, when the steering state and the lateral acceleration become equal to or less than the comparison value, the gas spring is conducted, the posture control is accurately performed, the posture of the vehicle is quickly returned to the horizontal state, and the optimal running posture is always maintained. As a result, the ride comfort and steering stability can be greatly improved. Further, by conducting, the capacity of the device can be reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a basic configuration of the present invention, FIG. 2 is a schematic configuration diagram of an electronic control suspension device as one embodiment of the present invention, FIG. 3 is a pneumatic circuit diagram of the present embodiment,
FIG. 4 is a block diagram showing a configuration of an electric system of the present embodiment,
5 to 8 are flowcharts showing an example of a control routine performed in the control circuit of the present embodiment.
The graph shows the relationship between steering angle, lateral acceleration, control signal, vehicle height and time, FIG. 10 shows the relationship between steering angle difference and vehicle speed using acceleration as a parameter, and FIG. 11 shows the estimated lateral direction. FIG. 12 is a graph showing the relationship between the acceleration and the vehicle height correction amount, FIG. 12 is a graph showing the relationship between the release change pressure and the vehicle height correction amount, and FIG.
FIG. 13 is a graph showing the relationship between the suction change pressure and the vehicle height correction amount, FIG. 14 is a graph showing the relationship between the pressure reduction time and the high pressure reserve tank pressure / main gas chamber pressure, and FIG. FIG. 16 is a graph showing a relationship between gas chamber pressure / low pressure reserve tank pressure, FIG. 16 is a graph showing a relationship between lateral acceleration and a target position, FIG. 17 is a graph showing a relationship between a drive duty ratio and a correction amount, and FIG. FIG. 18 is an air circuit diagram as another embodiment. 2FL, 2FR, 2RL, 2RR …… Gas spring 28,28a, 32,32a …… High pressure reserve tank 34,36,50,52,54,56,70,72 …… Pressure sensor 62,62a, 68,68a… … Low pressure reserve tank 100 …… Electronic control circuit

Continuing on the front page (72) Inventor Osamu Takeda 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Toshio Aburaya 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) Reference Reference JP-A-61-232911 (JP, A) Japanese Utility Model Showa 60-136212 (JP, U) Japanese Utility Model Application Showa 60-174609 (JP, U) Japanese Utility Model Application Showa 60-174606 (JP, U)

Claims (1)

(57) [Scope of request for utility model registration] 1. An electronically controlled suspension apparatus for supplying and exhausting gas to and from a gas spring of a suspension provided corresponding to a wheel of a vehicle by a gas supply / exhaust means to prevent the vehicle from rolling during turning. Steering state detecting means for detecting a state; lateral acceleration detecting means for detecting an actual lateral acceleration applied to the vehicle; and the steered wheels returning during turning based on the steering state detected by the steering state detecting means. After it is determined that the steering state is detected, the steering state detected by the steering state detection unit is equal to or less than a comparison value determined from the steering state when the steered wheels are returned, and the lateral state detected by the lateral acceleration detection unit is determined. When the directional acceleration becomes equal to or less than a comparison value determined from the lateral acceleration when the steered wheels are returned, the gas supply / discharge means is controlled to conduct each gas spring. Electronic controlled suspension apparatus characterized by comprising: a control means.